Wagon running-gear



2 Sheets-Sheet 1.

No. 225,687.- Patented Mar. 23,1880.

FIG.1.

mmm a OOOGOO O N. PETERS. PHOTO-UTHOGRAPHER, WASHINGTON. D. C.

2 SheetS Sheet 2 W. CARR. Wagon Running -Gear.

Patented Mar; 23,1880.

FIG.&.

FIG-5.

Event or fi wmz m) FIG-6.

N. PETE-R8. PHDTO-UTHORAFHEJL WASHINGTON. D, G,

UNITED STATES PATENT OFFICE.

WILLIAM CARR, OF YELLOW SPRINGS, OHIO.

WAGON RUNNING-GEAR.

SPECIFICATION forming part of Letters Patent No. 225,687, dated March 23, 1880.

Application filed May 6, 1878.

To all whom it may concern:

Be it known that I, WILLIAM CARR, of Yellow Springs, Greene county, Ohio, have invented certain new and useful Improvements in Farm-Wagons, of which the fhllowing is a specification.

The first part of my invention comprises a novel combination of slotted pole, PlVOt, and housings, whereby the rear end of said pole is brought to bear firmly against the front axle of a wagon when the team is backed, as hereinafter more fully described, and pointed out in the claims.

The second part of my invention consists in a novel combination of front hounds and adjustable stops, which stops limit the swing of the double-tree, as hereinafter more fully described, and pointed out in the claims.

The third part of my invention comprises a novel combination .of front axle, hound, and pole-housings, said hound being composed of a single piece of bent stuff, and serving to unite said housings to the front axle in the most secure manner, as hereinafter more fully described, and pointed out in the claims.

In the annexed drawings, Figure 1 is a side elevation of my improved farm-wagon, both of the near wheels being detached from their respective axles. Fig. 2 is a plan of. the running-gear of the vehicle, the front portion of the bed being shown in position. Fig. 3 is an elevation of the rear end of the wagon. Fig. 4 is an enlarged sectional view, showing the coupling devices of the front axle. Fig. 5 is another section of said devices, taken in the plane of the perch. Fig. 6 is a plan of the same, the tongue being removed from its housin gs. Fig. 7 is an elevation of one of the standards. Fig.8 represents the position of the two perches when the front and rear axles are separated as far as said perches will permit, and Fig. 9 shows more clearly the manner of applying the angle-irons to the tonguehousings and front axle.

The body or bed of the wagon consists, e.- sentially, of the bottom A, the front end, a, sides B B, and a two-part or vertically-divided tail-gate, O O, which gate is hinged to said sides at b b, as more clearly shown in Fig. 3.

The gate (1 has pivoted to it a latch, c, which engages with a suitable catch, 0, of the other gate, 0 or a bolt or any other convenient do vice may be substituted for said latch.

The bottom A, front end, a, and sides B B are all securely bound together with angleirons D and screws or bolts or rivets (1. Se cured transversely of bottom A are two cleats, a a, which prevent the body shifting longitudinally upon the rear axle, E, whose spindles are journaled in the wheels 6 0.

Lateral shifting of said bed or body is prevented by the standards F. These standards are made either of wrought or malleable iron, and are furnished with shanks f, which shanks, after passing through the axle E, have nuts f screwed to them. Furthermore, customary rings f may be provided for the reception of false standards. (See Fig. 7.)

Axle E has rigidly secured to it a forwardlyprojecting auxiliary reach or perch, G, which is braced with the usual hind hounds, H H, and said hounds have pivoted to them respectively, at h h, the compound brake-levers I 1, whose outer ends carry the shoes 6 i, as seen in Fig. 2. p

I is a coupling, wherewith the inner end of lever I is united to lever I at or near the midlength of the latter. i is a link that couples lever I to an arm, J, thatis pivoted at its lower end to a bracket, 9', projecting horizontally from the hound H.

7c is a rod that connects arm J to the brakehandle K, or said arm may be operated by any other appliance.

Rear axle, E, is stiffened by having secured to its under side an iron truss bar or strap, L, whose ends are attached to said axle with bolts 1 l, and, if preferred, the shanks and nuts of standards F may be made use of as additional retaining devices for said truss. The middle portion of this truss abuts against two tension screws, M M, between which screws is adapted to slide the main perch N, which latter is provided with a series of perforations, n, to receive bolts 1? P, wherewith said perch can be adjusted and coupled to the auxiliary one, G, as more clearly shown in Figs. 5 and S.

g are the corresponding perforations of the secondary perch G.

Secured to the forward end of main perch N are two plates or bars, R R, pierced to receive the king'bolt S of front axle, T, which latter is supported on wheels t t, and carries a bolster, Q, whose standards F are precisely like those applied to axle E. This king-bolt axle by the angle-irons t.

S traverses the bolster Q, front axle, T, and rests upon a truss, U, whose ends are secured to said axle with bolts 26%. By thus prolonging the king-bolt below said axle T no tap or other special appliance is required for connecting the lower bracebar, R, to the axle.

V V are screws for regulating the tension of truss U, which screws are also serviceable for securing the bearing-plate T to the front axle.

Attached to axle T is a semicircular hound, W, which is preferably composed of a single piece of stufi' bent to the proper shape, and having secured to its middle portion the front ends of a pair of parallel beams or housings X X, whose rear ends are attached to said These angle-irons have flanges or lugs t, capable of engagement with the beams, as more clearly shown in Fig. 9.

Attached to hound W at its junction with beams X X are two parallel plates, Y Y, having a common pivot, 3 upon which the double-tree Y swings.

Z represents the pole or tongue of the wagon, the rear portion of said tongue being fitted between the housings X X in such a manner as to have ample vertical play, but Without having any material lateral motion. The rear end of this pole is slotted at z to receive the bolt 09.

0b" is a stirrup that connects the front ends of housings X X, and prevents a too great elevation of pole Z.

Applied to the hound V are two stops, W, slotted at w to receive bolts 20, by which arrangement said stops can'be adjusted around the curved periphery of the hound, so as to limit the swing of double-tree Y, and thereby dispense with the customary staychains.

The vertically-divided and hinged tail-gate O G is a great advantage peculiar to my wagon, as said gate can be unlatched and thrown open in a moment and without being compelled to lift it bodily, which heavy handling must always be done when the tailgate is applied in the customary manner. Furthermore, this gate,being securely hinged to the sides B B, cannot he accidentally detached therefrom. Neither is their any danger of it being misplaced.

An important advantage gained by my method of coupling is that it enables me to build a wagon without employing saml-boards, and consequently the bed or body is brought from six to nine inches nearer the ground, which depression of the bed renders the vehicle especially adapted for farm use, as it is convenientfor loading and unloading, while, the wheels being of the usual diameter, the draft is no heavier. As the center of gravity is thus brought nearer the ground, the wagon is not liable to upset, and on a sidling road the strain on the wheels is reduced.

It will also be noticed that my wagon turns readily on the pivot, and as the usual slider under the coupling-pole is dispensed with this turning can be effected with the least exertion of force.

The double perch enables me to couple the wagon as lbngor as short as maybe desired, and in case the one, N, should project two feet behind the rear axle, E, said perches G and N can be elongated, so as to increase the length of the vehicle about five and a half feet without in the least affecting its security.

If either of the axles should ever bow upwardly, or the bolts that secure the ends of the trusses get sprung, the tension on the trusses can be adjusted so as to obviate such difficulties.

It is also apparent that the pole is not weakened by making a hole in it to receive the double-tree bolt; but, on the contrary, said pole is solid. where the greatest strain occurs. In case the pole should break, a sapling or scantling can be temporarily substituted for it, since the functions of said pole-when two horses are employed-is only that of a guide.

In backing the team, slot 2 allows the rear end of the pole to bear firmly against the axle T, and therefore there is no danger of pin as being sprung. (See Fig. 5.)

The double-tree, being confined between two broad plates, Y Y, is always maintained in the same horizontal plane as the stops W.

Finally, the compound levers g g are capable of exerting a great force against the hind wheels, 6 c, and as these levers are mounted upon the hounds H H the brake can be usedwhen the body of the wagon is removed.

The right is reserved of embodying in future applications the improved end-gate, standard, axle-truss, and compound brakes, as herein described and illustrated.

I claim as my invention 1. The combination of slotted pole Z 2, housings X X, and pivot 00, the rear end of said pole being adapted to bear against axle T when the wagon is backed, as herein described.

2. The combination of houndsW, adjustable slotted stops W '20 w, and double-tree Y, as herein described.

3. The hound 'W, composed of a single piece of bent stuff whose ends are secured to the front axle, T, in combination with the tonguehousings X X, that rigidly unite said hound and axle, as herein described and illustrated.

4. In combination with axle Tand. housings X X, the angle-iron t, having a flange, t, that engages with said housing when the iron is secured in position, substantially as described.

In testimony of which invention I hereunto set my hand.

WILLIAM CARR.

Witnesses:

THADDEUS P. CARR, JNo. D. HAWKINS. 

